Transmission



July 11, 1933.

E. A. WARD 1,917,477

TRANSMIS S ION Filed Sept. 25, 1932 4 Sheets-Sheet l IN VEN TOR. eA/57 mep BY @WiML A TTORNE Y.

July 11, 1933- E. A. WARD 1,917,477

TRANSMISSION Filed Sept. 25, 1932 4 Sheets-Sheet 2 BY QM/Z A TTORNE Y.

July 1l, 1933.

E. A. WARD 1,917,477

TRANSMI SSION Filed Sept. 23. 1932 4 Sheets-Sheet 3 /w 73 7 4Z f/ 44 7 J7 d Z 4** A TTORN E Y.

July 11, 1933.

E. A. WARD 1,917,477

TRANSMISSION Filed Sc-zpc. 23. 1932 4 Sheets-Sheet 4 4 f INVENTUR. t@ eA/srl? 720 ATTORNEY.

Patented July l1, 1933 EBiNEST A. WARD, BEAUMONT, CALIFORNIA '.iiiiANs'i/iissioN* Application led September 23, 1932;' Serial No. 634486.

My invention relates to improvements in transmissions or speed changing devices as employed in motor vehicles. y

n The -main object of my invention is .to f provide a transmission assembly requiring a minimum of attention and manualv operation by the driver of the vehicle and in Which the speed changingoi' varying elements are automatically brought into proper-relation and engagement under the control of the road or traveling speed of the vehicle.

iinother object is to provide a transmission of this kind including a sliding geai` assembly for driving the vehicle, a governor driven directly Aat and by the speed of travel of the vehicle and connected tothe said sliding gear assembly to reciprocate and adjust the same longitudinally on its supporting shaft .`and engine driven and manually contrailed forward and reverse gear assemblies operable to move into mesh with the sliding gear assembly and connect the engine thereto 'to drive the `vehicle at various speeds aocording to the position of said sliding ase scinbly. l

iinothei' obje'ctis toprovide a trans-mission of the above character in a simple andr etiirient forni and including also a simple and readilyoperated control and operatinginechanisin for engaging or disengaging the for- W rd and reverse gear assemblies with the sliding gear assembly as aforesaid.

ifith these and other objects'in View the invention resides iii the novel construction forth and claimed7 reference being had to the accoi'npanying drawings wherein L Figure 1 isa front end elevation of my 4 3 transn'iission7 showing the operating mechanism in diagrammatic form and partiallyA in cross section.

vFigure 2 is an enlarged longitudinal and vertical cross section through the transmisfi sion showing the neutraler inoperative posisembly.

Figure is a vertical cross section'through 60'A and arrangement of parts as hereinafter setj vassembly being shown in mesh or ."operai tion throughv the forward portion of the transmission taken' along the line 4-4`Hinv Figure 3 and showiiig'the reversegear assembly in mesh with the sliding gear asthe loiver frontal position of the transmis'- sion taken alongk the line 5 5 in Figure 2V and'also-showing the reverse gear assembly in mesh. l y Y Figure is an enlarged detail in elevation of one of the yokes used in connecting the operating cylinders to the cross bars of the.r

forward and reverse gear assemblies."

Figure 7 is an enlarged verticalcross sec tion through the driven shaft and.' sliding sleeve shoiving the temporary stop.A

In carrying out my invention I provide a housing or case designated generally'at' 1 and preferably though not necessarily formed in, three sections comprising the bottom casting 2, andtvvo complementary and ymating top castings or sections 3 and 4 all joined together along their meeting lines yby bolts or-screvvs 5 through flanges after the manner of conventional construction of this kind. TheV housing 1 is substantially cylindrical in cross section as shown but is dia'me'ti'ically enlarged at its rear portion at 7 and has radially extended or projecting pockets or lobes S and 9 formed on its sides and bottom at its forward end as shown.v The front and rear ends`10 and 11 of the housing thus formed have aligned bearings y12 and-13 disposed in a plane somewhat abovethe longitudinal axis of the housing. y

The'rear end of the main transmission Vor drive shaft A from the'kengine (not'shown) n is journaled through the front bearing 12 and eXtendsinWard a short ldistance 'into the housing 1 and a main or countershaft drive gear 14 is fixed on this inwardly eX- tended endl of the shaft. Aball thrust bearing-15 is placed between the main drive gear 14 and the inner end of the bearing l12 and a conventional roller bearing 16 and oil sealing ring 17 is placed in the bearing around "pinned at 36 between ears S7 extended from 'the shaft A. A propeller or driven shaft B is journaled through the rear bearing 1S and through a roller bearing 18 and oil sealing` ring 19 therein and extends inwardly through the housing 1 to the end of the transmission shaft A, the rear end of said shaft o f course running to the differential or other driven element' not shown). The inner end of the propeller shaft B has a reduced pilot or stein 20 which is journaled in complementary pilot bearing socket`21 in the inner end of the drive shaft A whereby the. two shafts may rotate independently but will inutually brace and reinforce each other. A conventional ball tln'ustebearing'22 is interposed between the inner ends of the shafts A and B for a well'known purpose. i

The propeller shaft B is squared or cut square in cross section at its inner end portion vas shown at 23 and a gear carrying' sleeve 24 is slidably mounted byits square bore 25 on this end of the shaft so as to rotate therewith. Rigidly secured to this sleeve are thefirstorlow speed gear 26, the second or vintermediate speed gear l2? and the high speedgear 28 arranged from front to rear thereon inthe order named and graduated in size as shown, the low gear being of course the largest, the high gear the smallest and theinterinediate gear of a size betweeirthe two. The arrangement fnrthernioreis such that the lowgear 26 is disposed near the front end (of the sleeve while the intermediate and hi gli. speed gears 27 andv 28 are disposed adi acent each other at a considerabledistance rearwardlyof the low gear and afgljacei'it the rear end of the sleeve 24.

A governor. 40 is provided eoniprising end collars 29 and 30 secured bv set. screws 29a and 30a. to the rear end of the sleeve. at

' the rearV of the high speed gear28 and tothe propellershaft B just within the rear end 11 of the' housing 1 respectively and these collars havefour equally spaced sets of apertured pivot lugs or ears 31 and e'vtended from their inner or facing margins as shown. Four sets of governor arms and 34 are provided and are pivoted at their outer ends bv pins 35 between the said pivot lugs 31 and if) and at their inner ends are similarly the governor weights 38 as shown. An expansion coil spring is'coiled around the propeller shaft B and is braced between the reargovernor end coll ar 30 and the rear end of the lsleeve 24 whereby to force said sleeve forwardly on the shaft and normally maiutain the governor 4() in its collapsed position shown in full lines in Figures 2'and 4. A

ball thrust bearing 41 is interposed between the rear collar 30 and the innerend of the bearing` 13 to take' the end 'thrust of the' spring 39.`

Spaced apertures 42 are provided in the AHbottom casting 2 of the housing `l and in the is located in line and rearwardly along the housing and each of the apertures are drilled at an angle to the vertical and radially with respect to the axes of the shafts A and B.

Countershaft bearings-45 are provided coin- .prising base blocks 46 and caps 47 secured theretoby screws 48 and opeiatiiig stems oi rods 49 are exten-ded from these base blocks 46 and are slidably .mounted outwardly through the apertures 42 whereby said blocks may resten the inner bosses 43. A eountershaft 50' is journaled in roller bearings 51 mounted iii the recesses 52 in the bearings 45 and extends 'at its forward end forwardly of the front bearing to receive the countershaft'drive gear 53 which is rigidly secured thereto in alignment with the transmission drive gear 14. Secured to the counter-shaft 50 between the bearings 45 are the first or low speed driving gear 54, the second or intermediate A eed drivinggear 55 and the high speed driving gear 56 arranged on theshaft from front'to back inthe order named. The low speed gear 54 is the sinallest'and is so located as to line up with the low-speed gear 2G on 'the sleeve 24 in the normal position thereof while the second speed gear F 5 is width of the gears. The high speed driving geai56 is still larger in diameter and is located rearwardly from a pointin alignment with its 'mating gear 28 on the sleeve 24 by a distance slightly over twice the thickness of the gears for a purpose which will presently appear. rlphe sizes of all the gears are such thatthoseon the counter-shaft 50 will rest a siilrtaiitial dista-nce clear of and out of mesh with those on the sleeve 24 and shaft A as shown in. Figure. 2.

A spaced pair of apertures 57 are formed through the bottom casting 2 of the housing at the lobe or pocket 8 thereof and inner and outer bosses 58 and 59 are provided on the inner and outer faces of the castings around these apertures as shown and substantially as previously described. These apertures 57 are' likewise bored at an angle to the vertical and theirinwardly extended axes fall subure 3. A pair of reverse shaft clamps GO are l provided comprising base blocks 61 and caps 62 having mating recesses G3 adapted to receive and hold al reverse shaft 64. The caps 62 are helden the blocks 61 by screws 65 and the shaft 64 is locked against rotation by set screws 66 threaded through the caps. Operating stemsor rods similar to the afore- GCI 26 on the sleeve 24 and the shaft B will be side plates 69 and are disposed and arranirged in mesh between these plates in such position that they will line up with the transmission drive gear 14 and the counter-shaft drive gear 53 as shown. The yoke 68 is angularly disposed on the shaft 64 in such manner that the pinions 70 and 7l maybe moved into mesh with the gears 14 and 53 by moving the clamps and operati ng stems 67 inwardly inthe housing to the position shown lin Figure 5', it being understood of course that' the forward gear and counter-shaft assembly will be out of 'mesh with the gears on theV sleeve 24 at this time.' Another yoke 73 is secured to the shaft 64 between the clamps GO and comprises elongated substantially rectangular side plates 74 rigidly secured atV one end to the said shaft by welding or otherwise and extended radially therefrom. An idler pinion is journaled by its shaft 7G in the outer ends of the plates 7 4 and this pinion is disposed between the side plates in line with the low gears 26 and 54 and the angle at which the yoke 73 is set is such that this pinion may be moved into mesh with' these gears by the aforesaid inward movement of the clamps 60 and operating stems 67. The apertures 42 and 57 through which the operating stems 49 and 67 pass arey protected against oil leakage by conventional oi sealing rings 7 7- l In the operation of th-e structure as so far described as in use upon an automobile and assuming` that the drive shaft A is driven by the automobile engine and the propeller or driven shaft VB .is suit-ably connected to drive the rear wheels of the automobile the transmission or drive gear 14 will be rotatedat the engine speed.V To drive the driven shaft B the operating stems 49 are then pushed in-V ward moving the countershaft 50 toward the shafts A 'andB and meshing the countershaft drive gear 53 with the transmissionl drive Vgear 14 whereby the countershaft will be driven at the same speed as, but in the opposite'direction to the drive shaft A. [At the same time the low speed driving gear 54`will be moved into mesh with tl e low speed gearrotated at a slower speed but in the same direction as the drive shaft Bas will be understood. tion in a forward direction and as it gains speed the centrifugal force of the governor Now the automobile will be in mo-v weights 38 will exert la rearward pull on the sleeve 24. In order to prevent the low gear V26 from moving sidewise out of engagement with the low speed driving gear 54 under the influenceof this rearward pull of the governor said gear 26 has a circular lock plate 78 sec-uredby screws79ito its forwardly disposed face and extended Aoutward flush with the outer ends-or faces of its teeth Vwhereby the plate willbe alongside the'teeth of the 'gear 54 and hold the gears in mesh as will be understood. To shift :to seconder intermediate speed the operating stems 49 are then pulled Voutward disengaging the low gears 26 and-54 upon which the governor will pull the sleeve 24. back on itsshaft B as will be understood. A. temporary stop is provided to hold this sleeve 24 in the desired position for second speed which stop comprises aball 30slidably mounted in a diametri'callyextended passage '.81 cut through the' shaft B and norm-ally pressed outward aga-inst thev bore 25 of said sleeve by an expansion coil spring 82 braced between the ball and aset screw S25-threaded in the passage. 81. A shallow recessf84 is provided inthe bore of the sleeve Q4' in such position that it will register with the passagel 81 when the sleeve has moved rearwardly on the shaft A to the point at which the second speed gears 27 and 55 are in line, atwhich point the ball ywill move outward into the recess and act to 'retard and hold the sleeve `airainst further movement i b at the governorspeed andpower thenV existrEhe operating stems 49 are then pushed iiiwardagain lmeshing the drive gears 1'4 and 53 and at the saine time meshingthe aligned second speed gears Q7and 55 as shown in'dot Y dash lines inV Figi'ii'ef causing the shaft B- y to be rotated ataspeed vnearer that ofl the.

shaft Aby the `more nearly equal ratio ,be-

tween the gears. This increase in speed of the shaft B and 'of course of theautomobile,

further expandsthe governor 40 and exerts a. greater pull on the sleeve 24 but the gears 27 and 5 5 while inl mesh are `held against'lateral displacement and disengagement under the strain ofl this pull by virtue of the fact that they have herringbone out teeth as shown, thoughl it is obvious thatafloeking plate similar to that previously described might be employed if it is desired to use spur gears at this point. To shift to high 'speedthe operating stems 49 are again pulled youtward disen-A gaging'the gears 14 and 53 and the second4 speed gears 27 and 55 upon which the tension or strain ofthe governor upon the sleeve 24 `will overcome the resistance or reluctance of the temporary. stop ball 80 in the recess 84 and will pull the sleeve rearwardly on the shaft B until the high speed gears 28 and 56 i io are in alignment at which point the rear endu of` the sleeve strikesa permanent stoppin A '126 secured diametrically through the shaft B as-shown. The stems 49 are then again pushed inwardly meshing the drive gears 14- and 53and the high speed gears 28 and 56- and driving the .shaft B at a speed greater' than that of the -low and second speeds described. This position is maintained in normal travel until it isl desired to stop or reduce speed when it is only necessary to disengage the gears lby pulling outward on they operating stems 49 and as the automobile loses momentum the speedof the shaft B and governor 40 will diminish so that the spring 39 will urge the sleeve forward through second to low position. Further details of this operation will be apparent without description and it will be not-ed that in any of the three positions of the sleeve 24 only the proper gears thereon will be in alignment with those of the countershaft and the remaining gears will clear each other. Due to their increased efiiciency herringbone gears are preferably employed at 14, 53, 27, 55, 28, 56 and in the reverse driving pinions and 71 as shown, it being necessary however to use spur gears at 26, 54 and in the reverse idler pinion due to the fact that thispinion must mesh with both gears as will appear and as will be readily understood to thoseV skilled in the art. Y

To reverse the travel of the automobile the stems 49 arepnlled outward to disengage the drive gears 14 and 53 and the operating stems 67 of the reverse gear assembly are then pushed inward meshing the driving pinions f y70 and 71 with the drive gears 14 and 53 respectively and at the same time meshing the reverse idler pinion 75 with the low gears 26 and 54. The countershaft 50 is thus driven at the opposite speed to that of the drive shaft A and the propeller or driven Vshaft B' is driven at the opposite speed and considerably slower than the said drive shaft. This rotation of the shaft vB is opposite or the reverse of'that when the gea-rs on the conntershaft 50 drive it as described and of coursethe result is movement of the automoliile'rearwardly. In accord with the usual practice this rearward speed is relatively low and hence the governor 40 will not be expanded and the sleeve 24 will remain in its low speed position, the locking plate 7S preventing any lateral displacement of the gears in mesh. The various angular velocities at which the shaft B is driven relative to thatl of the drive shaft A may be varied at will by changing the ratio between the various .meshing gears.

' l The necessary reciproca-tion and manipulation o1 the operating stems 49 and 67 for operating the transmission may be carried out bymechanical systems of levers or by electromagnetieally operating means (both not shown) or by the vacuum or suction operated system shown in Figure 1 and'herein described. This system-comprises operating cylinders S5 and 86 secured by brackets 87 to the housi-ngl with their axes in alignment with the operating stems 49 and 67 respectively. `The cylinders and 86 are disposed midway between the said `stems on each side which stems are connected by tie rods 88 and 89 near their outer ends, said tie rods being secured to their respective stems by set'screws 90 as shown. Piston rods 91l and 92 are slidably extended through' the caps 93 and 94 of the cylindersas well asthrough the outer closed endsthereof and pistons 95 and 96 are mounted on these piston rods wit-hin the cylinders. Connecting brackets 97 and 98 are secured to the ends of the piston rods 91 and 92'nearest the housing 1, said brackets being formed of substantially triangular plates 99 welded and pinned at 1.00 to the piston rods and curled at their margins101 around the tie rods S8 and 89 and secured thereon by screws 102 as shown in Figure 6. A. nut 103 is threaded on the piston rods 91 within the cylinder 85 operating the stems 49 and an expansion coil spring 104 is braced between this nut and the end of the cylinder to normally force the said stems 49 inwardly as will be understood. In similar fashion a nut 105 is threaded on the pistonY rod 92 in the cylinder 86 operating the stems 67 and an expansion coil spring 106 is braced between this nut and 'cap 94 of this cylinder so that it will normally draw the said stems 67v outward in the housing as will Abe understood, this action being opposite to that ofthe stems 49. The piston95 in the cylinder S5 is arranged to normally rest near the inner end of the cylinder while the piston 96 in the cylinder 86 normally rests near the outer closed end of its cylinder as shown. In accord with usual practice'the piston rods 91 and 92 pass through packing glands 107 in each end of the cylinders to prevent leakage.

The'foregoing arrangement is such that thev countershaft 50 is normally forced inward to. mesh the gears for torward motion ot' the automobile while the reverse gear assembly is held inoperative.

A control valve designated generally at 10S is provided and is mounted on the steering column (not shown)V or in any other position convenient to the hand of the driver, said valve comprising a housing or shell 109 and a segmental cam-like rotor 110 journaled therein with its arcuate periphery 111 in close Contact with the inner wall of said shell. The rotor 110 may be rotated in the shell attached to said rotor. Pipes 114 and 115 are connected at one end at 116 and 117 with the shell 109 at spaced points and communicate with the interior thereof, one pipe '114 leading from the valve to the operating cylinder 85 and connected thereto at 118 near its outer end while' the other, 115, leads to the other cylinder 86 and is connected at 119 thereto nearits inner end. The rotor 110 has spaced radially extended ports or pasby a handle 112- secured to a shaft 113 rigidly`120 yare so spaced that they. may be brought into registry with the pipes 114 and 115 byrturning the rotor. A pipe 123 is connected at 124 to the shell 109 and communicates with the l interior thereof and from that point leads to the intake manifold (not shown) near its junction with' the carburetor.

Inoperation as the engine runs a suction is set up in the pipe123 andthe interior of the shell 109 by the intake manifold as will be understood. This suction in the normal forward position ofthe valve as shown vis cut oif from the operating cylinders and 86 and the gears on the countershaft 5 0 are thus properly meshed. Inshifting from low to second or from second to high asherein'- before set forth the handle 112 is turned `to the position shown in dotted lines 112amoving the port 121 into registry with the pipe 114 causing a suction t'o be setup in thecylinder85 which pulls the piston 95 and the operating stems 19 outward to disengage the gears as necessary. VThe handle 112 isthen again moved Vto its position shown'in full lines cuttingfoff the pipe 1141A and allowing the spring 101 to reassert itself and force the stems 49 inward to mesh the gears. This operation is repeated each time gears are shifted. To shift to reverse it is necessary to draw'the stems L.t9 outward to disengage the forward gears and the ports 120 and `121 are arranged So that by swinging theI handle 112 in the opposite direction tothe point shown in broken lines 112?) both pipes 111 and 115 are opened setting up a suction in both cylinders 85 and 86 this suction draw-v ing the stems 49 outward as necessary while the stems 67 are forced inward to mesh thethe art as well as various changes and modifications which may be made to adopt the structure to different uses and control.

Vhile I have herein set fortha certain preferred embodiment of vmy inventionit Aunderstoodthat I may vary from thesame in minor structural details so as best to construct a practical device for the purposes in-r tended, notdeparting from the spiritof the invention and within the scope of the appended claims.

I claim: 1. In a. transmission, in combination with driving and driven shafts, a sleeve slidably mounted on the driven shaft, a governor mounted on thejdriven'shaft andv adaptedzto reciprocate the said sleeve under lcontrol of the speedof rotation of the driven shaft, -a

countershaft driven by the driving shaft and adaptedfor movement toward and, away froml thek sleeve, and v cooperatingy gears of graduated sizes mounted on the sleeve and counter-shaft and adapted for selective'engagement at various positions of the sleeve to connect vthe driving and driven shafts at various speed ratios.

2. In a transmission, in combination with drlvingand driven shafts,a sleeve1 slidably c mounted onI the driven shaft, .af governor mounted on the driven shaft 'and adapted to reciprocate the said sleeve under controlr'of tliespeed of rotation of thedriven shaft, a

countershaft driven bythe drivingfshaft andV adaptedfor movement toward `and away from the sleeve, and cooperating gears of graduated lsizes mounted on the sleeve and counter-shaft andadapted for selective engagement at variouspositions of the sleeve to'connect'the driving and driven shafts at various speed ratios, anda reversey gear as-V sembly adapted to `connect the gears on'the sleeve and countershaft to reverse the direc'- tion of rotationof th-e driven shaft.

3.111 a transmission, in combination with independently rotatable driving and driven shafts, a sliding sleeve mounted on the driven shaft to rotate therewith rand spring set to normally move in one direction thereon, va

governor driven by the driven shaftand adapted to pull the said -sleeve valongthe shaft in the opposite direction, a countershaft adapted for movement toward and away from thesaidfsleeye, drive gears connecting the drive shaft and countershaft, and low,

intermediate and high speed gears'on thesaid sleeve and countershaft adapted for selective engagement at various positions of the said sleeve when the .countershaft is m'ovedfto-v wardthe sleeve. n.

Il. .In a transmission, incombina'tion with independently rotatable` driving and'driven shafts, a sliding sleeve mounted on the driven shaft to rotate therewith vandspring set to normally move in Yone direction thereoma governor driven by the driven shaft and adaptedto pull the. said sleeve along the shaft in the, oppositefdirection, e acountershaft Vadapted for movement toward: and away from thesaid sleeve, driven gears connecting the drive shaft and 'counter'shaft," and low, intermediate andhigh .speed gears on the saidk sleeve and countershaft adapted for selective engagement at variouspositions ofthe :saidl sleeve when the countershaftV is movedv vtoward the sleeve, and a reverse gear assembly comprising a pair of meshedhpinions adapted to connect the Vdrive gears on the driving shaft and countershaft when said countershaft is moved away from the sleeve, and an idler B y l1,917,477

l'the low speed gears oir-the.Countershaft and Sleeve.

sleeve mounted on the 'driven shaft, a governor driven by the driven shaft and connected to the sleeve, transmission gears on the Sleeve, a eountershaft, gears on the counter'- shaftdriven bythe driving shaft and adapted for movementtoward the sleeve for engagement with the transmission gears thereon.

6. `In a transmission in combination with rotary driving 'and driven shafts, transmissiongears slid'ably mounted on the driven shaft to rotate therewith, a governor driven by .theldrivenshaft and connected to the said Vtransmission gears, a eoiintershaft driven by the driving shaft and adaptedfor movement toward and away from the driven shaft in parallelism thereto,'and gears on the countershaft for engagement with the transmission gears.

, 7. In a transmission, in combination with rotary driving and driven shafts,A transmissien gears slidably connected to the driven shaft to .rotate therewith, a governor driven by the driven shaft andv connected to the transmission gears, a countershaft arranged in-parallelismwith the driving and driven shaftsand adapted for movement toward and away .therefrom Vmating gears on the driving shaftl and countershaft and transmission gears on theV eountershaft for engagement Wiith `the transmission gears on the driven shaft.

8. .In .-a transmission, in Combination with rotary driving and driven shafts, transmisffl.

siony gears slidably arranged on the driven shaft to rotate therewith, a governor driven bythe.. driven shaft and connected 'to the transmission gears for adjustment thereof longitudinally lon the driven shaft, a gear on thedrive shaft, a countershaftadapted for 'adjustment toward and away from the drivingand driven shafts, and .gears on the eonntershaft adapted to meshV with the gears on the drivingand driven shaft for connecting ftheshafts at varying speed ratios.

9. In 'a transmission, ineombination with rotary drivingand driven shafts, transmission..gears `slidably arranged on `the driven shaft toxrotate therewith, means Afor moving the .transmission `gears topvarious positions on .the .driven shaft, a eountersha-ft driving gear on .the drivi-ngshaft, a conntershaft adapted for .movement toward and away from the driving anddfriven shafts, gears on .ltheeountershaft for :engagement with the gears-on :the driving and driven shaft, a reverse-shaft. also adapted forfmovement to- Ward and awayfrom the driving and driven shafts, a pair'of intermeshing pinions mountedfon the reverse shaft and adapted to mesh with `and connect the eountershaft vdriving gear and one gear on the eountershaft, and anidler pinion mounted on the reverse shaft for engagement with gears on theoountershaft and dri-ven shaft.

10. Ina transmission, in combination with rotary driving and-.driven shafts, transmission :gears longitudinally adjustable onjthe driven shaft, :a countershaft adapted" for movement toward and' away from the dri-ving and driven shafts, countershaft driving gearson the eountershaft-and driving shafts forward speed changing gears lon the countershaft, a reverse shaft also adapted for movement toward and away from the driving and driven shafts, a pair of intermeshing'reverse driving pinions on the reverse sha-ft and adapted :to -connect lthe eountershaft gears, and an idler. pinion'on the reverse shaft and adapted -toeonneet one .ofthe forward speed Changing and transmission gears.

. 1-1. In a transmission, in combination with rotary driving and driven shafts, transmission :gears mounted on tthe -driven shaft and longitudinally adjustable thereon, 'a countershaft adapted-for movement toward and away fromlthe driving and driven shafts, countershaft driving gearson the driving .shaft and countershaft, transmission gears on the eountershaft adapted -for .selective engagement with the transmission gears on the driven shaft, .a pair of intermeshed reverse driving pinions adapted for engagement between the eountershaft driving gears, an .idler pinion yadapted for engagement between an aligned pair of ltransmission gears onl the countershaft and driven shaft, anda reverse shaft supporting the reverse driving pinions and idler-pinion and also adjustable toward and away vfrom thefdriving and ydriven shafts.

l2. ln a transmission, in combination with rotary driving and driven shafts, transmission gears mounted on the driven shafts, and longitudinally Iadjustable thereon, a countershaft adapted for Amovement toward and away from the driving and driven shafts,

eountershaft driving .gears on the driving shaft,andcountershaft,'transmission lgears on the-comitershaft adapted for selective engagement. with the transmission gears von the driven/shaft, La pair of .intermeshed reverse 'A driving pinions adapted for. engagement between .theeountershaft drivinggears, an idler pinion adapted for engagement between an aligned pair of transmission gears yon the cou-ntershaft and driven shaft, and a reverse shaft supporting the reverse driving pinions and idler vpinion and movable toward and away from the lgears enthe countershaft and driving and driven shafts in va plane inline with `the meeting pointbetween the countershaft driving gears.

13. In a transmission, in Combination with rotary driving and driven shafts, a sleeve slidably mounted ont-he driven shaft to .rotate therewith a governor driven by thevdriven having a shallow recess adapted to receive the said ball atan intermediate position of the sleeve,V and cooperating means forv connecting the said driving shaft and sleeve at increasing speed ratios in the normal, intermediate and extreme positions of the sleeve.

, ln testimony whereof l atlix my signature.

ERNEST A. WARD. 

